Transportation device, especially a wheelchair, with a braking system

ABSTRACT

The invention relates to a device for transporting human beings, comprising a frame, at least one tire extending in a peripheral direction around a wheel with a certain amount of elasticity, and a braking system. The braking power of the braking system is substantially independent from the elasticity of the tires. The invention also relates to a method for arresting said transportation device.

The present invention relates to a transportation device, especially awheelchair, having a braking system comprising a locking brake, as wellas a method for locking said transportation device.

The invention will be described in the following in conjunction with awheelchair. This description should, however, not be understood in anyway as a restriction to the application of the invention. On thecontrary, the invention is also applicable to other transportationdevices provided with wheels, etc., and having at least one rotatingwheel.

A wheelchair with a locking brake is already known in which a lockingforce is exerted on at least one air-filled tire of the wheelchair byway of a manually actuated toggle lever such that said tire issubstantially non-rotatably coupled to the supporting parts of thewheelchair.

The arrangement of such a toggle brake on a wheelchair represents asuitable measure for preventing an undesired rolling movement of thewheelchair in certain situations. For example, in many situations therolling of a manned or unmanned wheelchair on an incline can beprevented with a set toggle brake.

However, the braking power of such a wheelchair having a toggle brakedepends to a not insignificant degree on the air pressure in the tires.Thus, a toggle brake adjusted for a tire with, for example, high airpressure exerts a lower braking force on the wheelchair when the tiresactually have a lower air pressure. There is obviously a considerabledegree of danger inherent in such diminished braking power. Especiallyif the wheelchair is manned, there is a danger that a user caninadvertently put his wheelchair into motion, which can result in asituation where the wheelchair user, not expecting this rollingmovement, is not in command of the traffic situation or does not havesufficient control over the wheelchair and crashes.

Since those in wheelchairs are generally restricted in the ability tomove their limbs, such a crash can cause significant injuries to thewheelchair user, which in particular is also due to the fact that thewheelchair user, restricted in his mobility, cannot necessarily supporthimself to a sufficient extent. In an unfavorable situation, there isthe danger that a crash could occur with another user of the road. Thus,for example, the known wheelchairs with toggle brakes do not rule out asituation in which the wheelchair—manned or unmanned—rolls into a streetand is struck there by a moving vehicle. In addition to any materialdamage, other road users could also suffer physical injuries.

Consequently, the task of the present invention is to provide atransportation device for bodies, such as a wheelchair, which has asimple construction and can be manufactured economically and having abrake such as a parking or locking brake which ensures a high degree oftraffic safety based on high braking reliability being independent ofuncontrollable operational parameters of the transportation device.

This task is solved in accordance with the present invention by atransportation device for bodies according to claim 1.

The inventive method for locking a transportation device is the object.

Preferred embodiments of the invention constitute the subject matter ofthe subclaims.

The present invention thus provides for a transportation device forbodies having a braking system in which the braking force exerted isessentially independent of the elasticity of the tires of saidtransportation device.

The braking system preferably comprises a lockable braking means andprovides for same as an especially preferred embodiment.

Since tire elasticity can be, for example, a contingency based on thefact that the tires are filled with air, respectively that the tirescomprise an air-filled tube, the braking power according to the presentinvention is preferably essentially independent of the air pressurewithin the tube.

The transportation device, for example a wheelchair, a bicycle trailer,a tricycle, a Kettcar (push-pedal chain gear operated vehicle) or thelike, comprises a frame means. The term “frame means” is to be broadlyinterpreted here and includes in particular a tubular construction orany other such related supporting construction. A receiving means forreceiving a body is integrated directly or indirectly into said framemeans. A body is, for example, an inanimate object or a human body.

At least two moveable wheels are opposingly arranged on the frame means.These wheels, supporting for example a tire which is preferably an outercasing-tube arrangement, have a radially inward situated hub disposed tobe moveable at least intermittently relative the frame.

At least three wheels are preferably provided; at least four areparticularly preferred. Preferable in this case is that some of saidwheels comprise the above-mentioned hub. Especially preferred are all ofsaid wheels having the above-mentioned hub.

An axle is disposed situated concentrically inside the hub, arrangedconcentrically around a central axis. Said axle preferably projects outfrom the hub; especially preferable is the axle running through the hubsuch that it axially projects out of same at both hub ends.

It is preferable for one axle to extend into at least two hubs;especially preferred is that each hub is allocated to just one axle.

Said axles are at least partially fixedly arranged relative the framemeans. Preferably, the axles are supported directly and/or indirectly onthe frame means at both sides of same. Especially preferred is theone-sided, meaning unilateral, supporting of the axles directly and/orindirectly to the frame means.

Especially preferred is the disposing of at least one bearing, such as aradial bearing and/or axial bearing and/or radial-axial bearing or thelike, between the axle and the hub.

The transportation device further has a gearing means for receiving asignal for the triggering or terminating of at least one braking and/orlocking procedure. The term “signal” is to be understood here in a broadsense. A signal in the sense of the present invention is, for example, atorque or a force, a pivotal or a helical movement. The signal ispreferably of mechanical or hydraulic type. Especially preferred is anelectrical or electromagnetic or pneumatic signal. Preferably, thissignal is initiated by a Bowden cable and/or a rotary knob and/or acontrol lever and/or an eccentric means.

According to a preferred embodiment of the present invention, thebraking system has at least a first and at least a second contactsurface area. The first contact surface area is at least intermittentlyessentially non-rotatably coupled relative the central axis with awheel. The second contact surface area is at least intermittentlyessentially non-rotatably coupled relative the central axis with theframe. It is hereby preferred that at least one of the above-citednon-rotatable couplings be released when the brake is in an unlockedposition. It is especially preferred that the non-rotatable couplingsare also in place when the brake is in a released position.

Said contact surface areas are distinguished in that they at leastpartially position upon one another upon an actuated brake and/orlocking brake.

Preferable is having at least one of said contact surface areas beingarranged moveable relative the wheel, respectively relative the frame,thus for example axially displaceable. Especially preferred is that atleast one of said areas is arranged fixedly relative the wheel,respectively frame.

It is preferred to reduce the existing torque difference between thewheel and the frame with respect to the central axis when the firstcontact surface area is non-rotatably coupled to the wheel and thesecond contact surface area is non-rotatably coupled to the framerelative the central axis and these contact surface areas are in atleast partial contact with one another.

Especially preferred is the preventing of a torque difference betweenthe wheel and the frame with respect to the central axis when the firstcontact surface area is non-rotatably coupled to the wheel and thesecond contact surface area is non-rotatably coupled to the framerelative the central axis and these contact surface areas are in contactwith one another. Especially preferred is the torque difference betweenthe frame and the wheel in the above-described engagement relationshipsthen being almost at zero when, for example, an external torque isapplied to the wheel which is less than a predetermined ceiling torque.

According to an especially preferred embodiment of the presentinvention, this ceiling torque is adjustable. The ceiling torque, whichis fundamentally adjustable to any value desired can, for example, bedependent upon material parameters, the design of individual or severalcomponents, a compressive force applied to the contact surface areas,etc.

According to a preferred embodiment of the invention, the respectivecontact surface areas are disposed external the tire. In this context,“external the tire” is to be understood as that none of the contactsurface areas are arranged on the tire. The wheel preferably has a rimwhich is connected to the hub by means of, for example, an arrangementof spokes. It is hereby especially preferable that the contact surfaceareas are arranged external the rim. The term “external” is to beunderstood here as in the above-described sense.

According to a particularly preferred embodiment of the presentinvention, the braking system and/or the locking brake means is arrangedat least partly within the hub. For example, the braking and/or lockingbrake means is arranged radially inside of the radially outward situatedcontour of the hub. Arranging the braking and/or locking brake meansradially inside of the radially inner situated contour of the hub isalso especially preferred.

In accordance with a particularly preferred embodiment of the presentinvention, the contact surface areas are arranged radially inward theradially inner and/or radially outer situated surface contour of the hubwalling.

“Inside of” is hereby preferably to be understood as that the axialposition of the braking system and/or the locking brake means and/or thecontact surface area is not restricted. Especially preferred wheninterpreting “inside of,” however, is that the braking means and/or thelocking brake means and/or the contact surface areas is/are alsoarranged axially inside the hub at least partially, preferablycompletely. It is preferred in an embodiment that the braking systemand/or the locking brake means and/or the contact surface areas bearranged at least partially—completely is especially preferred—inside a(fictitious) cylindrical region which extends about the central axis andwhere the radius of same is defined by the distance between the centralaxis and the maximum radially external point of the hub.

As an example, this point is a point arranged radially external on aradially extending flange of the hub. Such a flange is disposed with,for example, holes for the reception of spokes.

Another embodiment enables parts of the braking system and/or thelocking brake, respectively parts of the contact surface areas, to havea greater radial spacing from the central axis than the point of the hubhaving the greatest radial distance from the central axis.

In an especially preferred embodiment of the present invention, thebraking system and/or the locking brake means and/or the contact surfaceareas is/are at least partly arranged directly between the axle and/or afirst intermediate means connected with the axle at least intermittentlyessentially non-rotatable relative said central axis and the hub and/ora second intermediate means connected with the hub at leastintermittently essentially non-rotatable relative the central axis.

To give an example, elements are thus arranged between the hub and theaxle which allow the realizing of a non-rotatable connection between theframe and the wheel; said elements are hereby not incorporated in theframe and/or the areas of the wheel which lie external or outside of thehub.

Especially preferred is the arranging of a contact surface area on thehub and/or a contact surface area on the axle.

It is also preferred that the braking system and/or the locking brakemeans and/or the contact surface area is/are axially arranged at leastpartially, preferably completely, external the hub.

According to an especially preferred embodiment of the invention, thefirst contact surface area is arranged on at least a first element andthe second contact surface area is arranged on at least a second elementwhich differs from said first element. Particularly preferred is thatthese elements, these contact surface areas respectively, can be coupledat least partly by means of a frictional contact connection such thatsaid first element is essentially non-rotatably coupled to the secondelement upon actuated locking brake, respectively the torque differencebetween- the first and the second element is reduced upon actuatedbraking means.

Preferably a cone-shaped, respectively a tapered cone-shaped innersurface arranged on the first and/or second element engages in acone-shaped or a tapered cone-shaped outer surface arranged on saidfirst and/or second element.

Especially preferred is that said cone-shaped or tapered cone-shapedsurfaces are disposed such that their rotational axes are arrangedsubstantially parallel to the central axis.

It is also especially preferred that the contact surface areas extend atleast partially substantially circumferentially relative the centralaxis.

Also preferred is an arrangement of the contact surface areas in a planeperpendicular to the central axis.

Especially preferred is that the first element form-fit interlocks withthe second element by way of the contact surface area so that the firstelement is essentially non-rotably engaged with the second element uponsetting the locking brake.

A non-rotatable coupling between the wheel and the frame is herebyrealized when the locking brake is set by means of, for example, anintermeshing gearing arrangement. Said gearing arrangement comprises,for example, an external and an internal gearwheel, wherein upon settingthe locking brake, one of said gearwheels engages non-rotatably with thewheel and one of said gearwheels engages non-rotatably with the frame.

The gearing arrangement can, however, also comprise more than, forexample, two gearwheels or toothed rings. The gearing arrangement maythus be realized such that when the locking brake is set, a firstgearwheel is non-rotatably engaged with the wheel and a second gearwheelis non-rotatably engaged with the frame, wherein a simultaneouslyengaging shift ring in one of the gearings serves to prevent a relativerotational motion of said gearwheels.

Especially preferred is also that the first and/or the second elementhas at least one profile projection and the first and/or the secondelement at least one profile cavity, wherein said at least one profileprojection engages respectively into one profile cavity when the lockingbrake is set so that the first element is non-rotatably coupled relativethe second element.

According to a preferred configuration of the present embodiment, theprofile projections are formed in the shape of cones or tapering cones,wherein the corresponding profile cavities are essentially formed ascontrasting female contours to said profile projections.

This allows for quickly realizing a simple and reliable non-rotatableconnection between the wheel and the frame.

According to a particularly preferred embodiment of the presentinvention, at least one part of said first element with said firstcontact surface area and/or at least one part of said second elementwith said second contact surface area is arranged to be axiallydisplaceable relative the central axis at least partially and/or atleast intermittently.

It is also further especially preferred that at least one part of atleast one of said elements is arranged to be radially displaceablerelative the central axis at least partially and/or at leastintermittently.

It is preferred that at least one part of said first element with saidfirst contact surface area and/or at least one part of said secondelement with said second contact surface area is arranged to becircumferentially displaceable relative the central axis at leastpartially and/or at least intermittently.

It is also preferred to arrange a transfer means between the gearingmeans and the contact surface areas. Said transfer means converts thesignal introduced in the gearing means into a regulated variable for thecontact surface areas.

It is particularly preferable that said transfer means is disposed withat least one forced control setting means. This can be realized, forexample, in that a spring-loaded means, such as a spoke with a bent end,abuts against a surface profile having an element rotatably arrangedthereupon. Upon a corresponding turning movement of said element, thespoke with its bent end shifts axially in correspondence to the currentsurface structure of the element at the location of the spoke so thatthe spoke displaces axially in accordance with the surface profile.

According to the present invention, the (switching) signal introduced inthe gearing means—preferably from outside—can, in principle, be of anytype. Said signal—of essentially any type—is convertible by the transfermeans into a regulating signal preferably of essentially any type.

The switching signal is, for example, a torque and/or a forcesubstantially parallel to the central axis, and/or a force substantiallyperpendicular to the central axis, and/or a pivoting motion which, forexample, can be executed about an axis perpendicular to the centralaxis, and/or a helical-like motion. This signal may be introduced as,for example, a tractive force or as a compressive force. The signal isintroduced, for example, mechanically, pneumatically, hydraulically,electrically or electromechanically.

The switching signal ensuing from one of said signals—respectively froma combination of said signals—is converted by the transfer means into,for example, a regulating signal so that a force substantially parallelto the central axis, and/or a force substantially perpendicular to thecentral axis, and/or a torque and/or a torque modified with respect toits direction or orientation, and/or a force modified with respect toits direction or orientation, and/or extending in an at least partiallyradial field relative the central axis.

In addition, this regulating signal itself—as far as it represents aforce—is also, for example, a tractive or a compressive force. Theregulating signal is furthermore of, for example, the mechanical,electrical, electromagnetic, pneumatic or hydraulic type.

It is also preferred that the transfer means has at least two axiallydisplaceable elements disposed opposite one another and in contact withone another at least intermittently, and having cone-like or (tapered)conical surfaces to divert a direction of force. Such an arrangement ascomprised by the transfer means enables, for example, that a forcedirected parallel to the central axis is converted to a force directedperpendicular to the central axis and/or is deviated. A conicalconfiguration to said tapered surfaces allows—especially when acone-like outer ring is of multi-sectioned configuration—the generatingof, for example, a radial field of force in fundamentally differingradial directions from a force directed parallel to the central axis.

According to an especially preferred embodiment of the presentinvention, the transfer means is disposed with a spring element for thebiasing of the braking means toward a closed position and/or an openposition. A spring element of this type enables the contact surfaceareas which have shifted as a result of actuation of the gearing means,to automatically shift back to their original position upon a reboundmovement of said gearing means. The spring element is thus, for example,arranged or pre-tensioned such that the contact surface areas shift to abrake closed position upon actuation of the gearing means andautomatically proceed back to a brake opened position upon the reboundmovement of the gearing means—respectively, they return to theiroriginal position. It is also particularly preferred for the transfermeans to comprise a plurality of cylindrical segment-like shellsarranged essentially circumferentially which are stressed in radiallyinward and/or radially outward directed orientation by a spring elementdisposed inside of or external said shell arrangement. This enables, forexample, the cylindrical segment-like shells to be displaced outwardlyfrom the force directed radially outwardly and then to shift back totheir original position following the release of said force due to theeffect of the spring force.

It is also preferable for the transfer means to comprise a cylindricalelement slotted on at least one circumferential location. Due to, forexample, the force of a spring or an O-ring, the element is retained inan essentially closed position. Upon a force being introduced radiallyfrom the spring, the cylindrical element widens so that its outerdiameter is enlarged.

In accordance with a preferred embodiment of the present invention, thetransfer means comprises at least one free wheel element; twocounter-rotating shifted free wheel elements is especially preferred.The locking brake can be set via said free wheel elements—particularlypreferably in conjunction with said previously-cited slotted ring.

In a preferred embodiment of the present invention, the gearing means isat least partly configured as an eccentric means, for example as aneccentric selector fork. Said eccentric means comprises, for example, anend portion at which a hole is disposed. Said hole is such arranged, forexample, that its center is disposed essentially outside of thelongitudinal axis dividing the width dimension in the area of the holeinto two uniformly-sized sections. It is also preferred that the spacingbetween the center of the hole and the longitudinally proximate end ofthe gearing means deviates by at least one spacing measure which isessentially defined by the center of the hole and a lateral boundaryaligned substantially perpendicular to the longitudinal axis of thegearing means. The eccentric member is preferably arranged such that theeccentric hole is positioned essentially over a pin in a first componentand comes into contact with a second component on an externally situatedcontact surface. Particularly preferred is the urging of said secondcomponent—for example, via a spring-loaded action—against said gearingmeans. The gearing means—which preferably displays a constant profilesuch as a circular or elliptical profile at its end section—displacessaid first component relative said second component upon a pivotalmotion directed about the pin mounting. As a result, an axial force can,for example, be introduced into the transfer means.

Also preferred is that the gearing means, for example a control lever oran eccentric means, turns essentially synchronously with the wheels uponrelease of the locking brake and a rolling transportation device, suchas a wheelchair. This allows the avoiding of a situation in which theuser of said transportation device attempts to operate the locking brakewhile said transportation device is in motion.

Additionally preferred is that the transportation device comprises alatching means for setting the brake in at least one position.

In accordance with an especially preferred embodiment, thetransportation device further comprises a free wheel or a double freewheel.

Using aluminum for manufacturing the gearing means and/or the hub and/orthe axle and/or the shift ring and/or the threaded ring is preferred.Particularly preferred is the manufacturing of other—some or evenall—structural members out of aluminum.

With all of the previously described embodiments and configurations ofthe present invention, it is feasible for the braking system to beretrofitted onto an essentially conventional hub. This has thesignificant advantage that the user can outfit individual wheelsaccording to need.

The task is further solved by the inventive method.

In a method for locking a transportation device, the present inventionthus provides the measure of implementing a direct and indirectgeneration of an essentially non-rotatable connection between a frameand a hub at a position situated external a tire and/or a rim. Saidconnection is preferably created within the hub.

According to an especially preferred embodiment of the presentinvention, a method for locking a transportation device is provided.

It should be pointed out that any given combination with respect to theinteraction of the individual inventive features is preferred. Inparticular, the feature combinations disclosed in the independent claimsare also preferred even upon omission of one or several respectivefeatures.

Furthermore, reference is herewith made to the fact that embodiments ofall known arrangements unrelated to specific printed publications areprincipally known to the applicant, respectively inventor, so that theinventor also reserves protection for same should same not also bepublicly known.

It is readily apparent to an expert that there are a number of furtherfeasible modifications and configurations beyond the examples ofembodiments of the present invention given herein of which the presentinvention cover. The invention is in particular not limited to theembodiments as given herein.

The invention will now be described in greater detail in the followingusing exemplary non-restrictive embodiments, which show:

FIG. 1 a partial detail view of a first exemplary embodiment of aninventive wheelchair having a braking system;

FIG. 2 a partial sectional view along the 2—2 line from FIG. 1;

FIG. 3 a partial sectional view along the 3—3 line from FIG. 1;

FIG. 4 the partial sectional view according to FIG. 3 in a distendedrepresentation;

FIG. 5 a partial detail view of a second exemplary embodiment of aninventive wheelchair having a braking system;

FIG. 6 a partial sectional side view along the 6—6 line from FIG. 5;

FIG. 7 a partial detail view of a third exemplary embodiment of aninventive wheelchair having a braking system;

FIG. 8 a partial sectional side view along the 8—8 line from FIG. 7;

FIG. 9 a partial sectional view along the 9—9 line from FIG. 8;

FIG. 10 a partial sectional view along the 10—10 line from FIG. 9;

FIG. 11 a partial detail view of a fourth exemplary embodiment of aninventive wheelchair having a braking system;

FIG. 12 a sectional view of a fifth embodiment of the hub of the brakingsystem of an inventive wheelchair;

FIG. 13 a sectional view of a sixth embodiment of the hub and thebraking system of an inventive wheelchair; and

FIG. 14 a sectional view of a seventh embodiment of an inventivewheelchair having a braking system.

FIG. 1 shows a first embodiment of an inventive wheelchair hub withbrake.

According to the present invention, an element such as adapter 10 isprovided, arranged rotatable relative a hub, respectively a hub housing12, when the locking brake is not actuated. Said hub housing 12 has twoflange regions 14 extending essentially radially outward, with aplurality of holes 16 distributed across the circumference of their endsections. Said holes preferably serve to receive spokes (not shown).Said spokes serve to connect said hub housing 12 with a rim (not shown)for supporting a tire (likewise not shown), for example a tire devisedas a casing around an air-filled tube.

Adapter 10 is supported by an inner radial sleeve 18. A spring element20 supports sleeve 18 relative axle 22 arranged inside said sleeve 18.The outward axial slippage of axle 22, respectively sleeve 18, isprevented by, for example, retaining ring 24.

The (not shown) frame of the wheelchair is essentially non-rotatablybolted to the outer circumference of adapter 10, braced between an area26 of adapter 10 and/or locking plate 28 and nut 30 bolted to the outercircumference of adapter 10. Adapter 10, respectively sleeve 18, isdisposed—upon non-actuated locking brake—essentially rotatable relativehub housing 12 by means of bearing arrangement 32.

Said hub housing 12 is perforated in essentially axial direction by atleast one hole 34 preferably having different diameter ranges.

An element, such as a spoke 36, extends through said hole 34, fixed atone end in a guide nut 40 arranged non-rotatably and axiallydisplaceable relative said hub housing 12 by means of a threaded pin 38.The other end of spoke 36 extends toward the gearing means.

The angled end 42 of spoke 36 comes into contact with a surface profile44 of shift ring 46.

A pressure spring means 48, arranged between hub housing 12 and guidenut 40, induces a tractive force on spoke 36 such that said spoke 36essentially positions against said surface profile 44 of said shift ring46. Said guide nut 40 is bolted to a threaded ring 50 at its radiallyinward situated end. Said threaded ring 50 is disposed with gearing 52on its radially inward situated surface.

In the event of an axial displacement of spoke 36, respectively guidenut 40, respectively threaded ring 50, gearing 52 moves over gearing 54of adapter 10 so that hub housing 12 is essentially non-rotatablycoupled with the not shown housing, respectively frame.

This axial movement triggering arresting of the locking brake means maybe induced by a rotational motion, respectively introducing torque torotary knob 56. Said rotary knob 56 is fixedly joined to said shift ring46 via a threaded means.

Upon turning rotary knob 56, respectively shift ring 46, about thecentral axis 58 relative hub housing 12, surface profile 44 is displacedwith respect to angled end 42 of spoke 36. Since shift ring 46 isfundamentally axially fixed, angled end 42 of spoke 36 essentiallyfollows the surface profile 44 of said shift ring 46 due to the springforce effect of pressure spring means 48. This is synchronized with theswitching operation of gearing 52 and 54.

FIG. 2 shows a view of guide nut 40 in a representation along the 2—2line from FIG. 1.

It is clear from this view that a rotation relative hub housing 12 isprevented by the flattened area 60 of the otherwise circularly formedradial outward situated region of guide nut 40.

FIG. 3 shows the shift ring 46 along the 3—3 line from FIG. 1.

This view elucidates the surface profile 44 of shift ring 46.

Spoke 36 (not shown here) is displaceable along the surface profile 44of shift ring 46 between a first extreme position 72, in which thelocking means is essentially open to its maximum, and a second extremeposition 74, in which said locking means is essentially closed to itsmaximum.

FIG. 4 shows the surface profile 44 of shift ring 46 in a distendedform. This shows clearly that the surface profile preferably has a firstarea 80 for receiving a first spoke as well as a second area 82 forreceiving a second spoke 36. Preferably, a cavity is provided in a firstextreme position for locking spoke 36.

FIG. 5 shows a second exemplary embodiment of the present invention.

A first free wheel 100 as well as a second free wheel 102 are arrangedinside the hub housing 12.

Said free wheels 100,102 are arranged counterrotatably or switched tomove in counter rotations.

Upon impact of a radial force, respectively impact of a force actingacross a radial force field able to be generated via slotted double-conecomponent 104, a non-rotatable connection is produced between hubhousing 12 and the (not shown) frame, respectively housing, between thehub housing 12 via free wheels 100,102, the first cone member 106,respectively fitting key 108, the element 110, cam bushing 112 as wellas adapter 10, respectively nut 30, respectively locking plate 28.

Double-cone component 104 is of substantially cylindrical configurationand comprises a continuous slot at a position along its externalcircumference so that it has spring-like capacity for outward load.Spring elements extend circumferentially from said double-cone element,configured, for example, as O-rings 114. Said O-rings 114 retain theslotted double-cone component in an essentially closed basic position,so that the outer circumference of said double-cone component 104 has anessentially minimum diameter.

Upon an axial displacement of said second cone member 116 counter saidfirst cone member 106, the double-cone component moves in essentiallyoutward radial direction, respectively widens outwardly against theforce exerted by O-rings 114 on the double-cone element. As a result,the locking brake adopts the previously mentioned locked position.

The axial displacement of second cone member 116 is realized by means ofswivel element 118 which is non-rotatably coupled to the second conemember via claw arm 120.

Swivel element 118 is mounted to hub housing 12 via threading. Upon arotation of said swivel element 118 relative hub housing 12, saidthreading prompts a helical motion to be exerted upon said second conemember 116.

For the adjusting of said swivel element 118, a switching element 122 iscoupled to same.

In accordance with a first embodiment of said switching element, sameconstitutes a selector fork essentially fixedly coupled to said swivelelement 118 and upon which an external torque directed about the centralaxis 58 may be exerted.

In accordance with a second embodiment of said switching element 122,same is configured as an eccentric means. Here, the eccentric element,implemented for example as a selector fork, is eccentrically supportedat its respective ends, whereby a surface of said eccentric elementpositions against said second cone member 116. Upon a rotation of saideccentric element about axis 124, the spacing between the bearing centerof said eccentric element and said second conical element changes suchthat an axial movement is exerted on swivel element 118, inducing ahelical movement of the threading arranged between said swivel element118 and said hub housing 12, and thus an axial share being exerted onsaid second conical element.

FIG. 6 shows a sectional view along the 6—6 line from FIG. 5.

An exemplary arrangement of the switching element 122 is herein clearlydistinct.

FIG. 7 shows a third exemplary embodiment of the present invention.

One end of shifter rod 140 running though hole 34 tapers to a conicalend 142 and its other end contacts an end portion of the eccentricselector fork 144. Shifter rod 140 is urged toward conical end 142 bymeans of pressure spring element 48 arranged axially between hub housing12 and shifter rod 140.

Openings 146 are arranged extending across the circumference of adapter10 for receiving said conical end 142. Said openings 146 are offundamentally conical configuration, whereby the tapering gradientcorresponds essentially to the tapering gradient of said conical end142.

The other end of the shifter rod engages with the eccentric selectorfork via pin 148. The axis of the pin essentially forms the fulcrum ofsaid eccentric selector fork.

Eccentric selector fork 144 is essentially supported against said hubhousing 12. In a first shift position, the essentially circularlyconfigured eccentric end is arranged such that the spacing between theaxis of pin 148 and hub housing 12 is fundamentally small. In this shiftposition, conical end 142 engages into opening 146 so that rotationalmotion between hub housing 12 and the (not shown) housing or frame isfundamentally prevented.

In a second eccentric position, the spacing between the axis of pin 148and the hub housing 12 is fundamentally larger, so that shifter rod 140is essentially moved toward pin 148 counter to the effect of pressurespring means 48. In this position, conical end 142 does not engage intoopening 146 so that the braking means is in an essentially released,meaning a not set or an unlocked position.

FIG. 8 shows a sectional view along the 8—8 line from FIG. 7.

The positioning of eccentric selector fork 144 can be clearly seen here.

FIG. 9 shows a sectional view along the 9—9 line from FIG. 8.

It can be readily seen from this depiction that hole 170 is arrangedessentially eccentrically in eccentric selector fork for the receivingof pin 148.

FIG. 10 shows a sectional view along the 10—10 line from FIG. 9.

This view shows—in enlarged form—part 180 of a locking means as one ofthe parts comprising eccentric selector fork.

Said locking means enables a locking of the gearing means in a set brakeposition, respectively in a released position, so that this positionwill still be maintained in the event of possible vibrations, forexample due to wheelchair motion.

FIG. 11 shows a fourth embodiment of the present invention.

Axle 22 of the wheelchair is rotatably mounted relative hub housing 12via bearing arrangement 32.

A second intermediate means, here configured as second spacer plate 200,is non-rotatably joined to hub housing 12. Said second spacer plate isdisposed with openings 202. Said openings are preferably of conicalconfiguration and serve to receive the conical end 142 of shifter rod140 when the locking brake is in a set position. Shifter rod 140 isdirected through opening 204 of the first intermediate sleeve 206comprised by said first intermediate means and is supported against saidfirst intermediate sleeve by means of pressure spring element 48. Theconically-shaped distal end 142 of shifter rod 140 serves to receive aswitching element able to introduce a braking or setting action of thebraking, respectively locking means.

The first intermediate sleeve 206 is non-rotatably coupled to the firstspacer plate 208, which likewise is comprised by the first intermediatemeans. Said first spacer plate itself is non-rotatably braced to axle22—here, via shoulder 210 of axle 22 as well as nut 212 screwed ontoaxle 22.

The first spacer plate is, for example, incorporated in the otherwisenot shown frame of the wheelchair. It can however also constitute aseparate element, not directly encompassed by said frame.

A fifth embodiment of the hub and the braking system of the presentinvention is sectionally represented in FIG. 12. A hollow sleeve 18, inwhich axle 22 is arranged, is supported concentrically in hub housing 12by means of a ball bearing 32.

As is the previously described embodiments, a spring element 20 isarranged on axle 22 and any axial slippage of axle 22 is prevented byretaining ring 24 and balls 306, which are arranged on the left side(according to the orientation of FIG. 12).

A nut 30 is bolted to adapter 310 and a first spacer plate 308 isclamped between a radially thickened section of adapter 310 and nut 30.The first spacer plate 308 can be a part of the wheelchair frame or canbe solidly affixed to the wheelchair frame.

Hub housing 12 further comprises two annular flanges 14 disposed withholes 16 for receiving spokes. In addition, four holes 316 are arrangedin the hub housing on the left hub flange (according to the orientationof FIG. 12) on the side at which the hub sleeve projects from the hub.Said four holes 316 are aligned parallel to central axis 58 anddistributed preferably circumferentially uniformly on the hub housing.

A second spacer plate 300 is arranged on the left side of the hubhousing and bolted to the hub housing by means of four screws 326through holes 316 of said hub housing.

Second spacer plate 300 comprises several tapered or conical openingsaround its circumference into which the conical ends 313 of the gearingmeans can extend.

A tension cable 317 within a cable sheath 318 leads to gearing means 336which is arranged on a second opening in said second spacer plate 308.

Gearing means 336 is disposed with a sleeve 312 comprising an area 312 bhaving a large diameter at one end and an area 312 a having a malethreading at the other end.

The threaded side 312 a of sleeve 312 extends through the opening ofplate 308 such that area 312 b having the large diameter directlypositions on plate 308 and a part of the area 312 a with the malethreading protrudes from the left side.

A spacer 315 is slid onto sleeve 312 to the left of spacer plate 308,which is affixed to sleeve 312 via adapter 310.

The tension cable is fed into the partially hollow sleeve.312 from theleft side and led to the brake pin, respectively the conical end 313, atthe right end of the sleeve. The axial position of conical end 313 canbe adjusted via threaded stud 319. In comparable manner as in thepreviously described embodiments, a spring 314 is provided in thegearing means.

FIG. 13 depicts a further embodiment which is particularly distinguishedfrom the embodiment represented in FIG. 12 by the dimensions of gearingmeans 336.

FIG. 14 depicts a further embodiment of the present invention. Incomparable manner as in the previously described embodiments, thisembodiment as well comprises an axle 22, a sleeve 18 arrangedconcentrically thereto, and a spring 20 disposed between the two. Hubsleeve 412 is rotatably mounted with respect to the hub axle via ballbearing 32.

The functional operation of gearing means 336 corresponds to thefunctional operation of the gearing means described in detail withreference to FIG. 12; a description of same here can thus be omitted.

In contrast to the previously described embodiments, the hub accordingto the embodiment with reference to FIG. 14 comprises different flanges414 a and 414 b on each side of said hub housing, differing in theirconfigured shape as well as in their dimensions. Hub flange 414 b isarranged on the left side (according to the orientation of FIG. 14),meaning the side on which the hub axle 22 and the sleeve 18 protrudefrom the hub housing, said flange 414 b extending radially fartheroutward than hub flange 414 a arranged on the right side.

The profile of hub flange 414 b extends, seen outwardly from the centerof the hub, at a steep outward gradient until it reaches its maximumradial expansion, then parallel to the hub axle at somewhat greater thanball bearing width, and then slopes away again steeply to the hub axle,ending however at a smaller spacing than the ball bearing width as seenfrom maximum radial spacing. Thus resulting in an annular or disk-shapedclearance 421 in the left hub flange 414 b.

Holes 416 b are arranged along the circumference of the left hub flange414 b having maximum diameter, said holes being aligned essentiallyperpendicular to the hub axle. The alignment of said holes 416 b can,however, also ensue at an angle of up to 10° relative a planeperpendicular to hub axis 58.

Said holes 416 b serve to receive spokes on which the rim is thenaffixed. Such an arrangement, in which the spoke holes are alignedroughly perpendicular to the hub axle, is also known as a “straightpull.” The distinct advantage of such an arrangement as herein describedis that the spokes (even when employing conventional spokes) undergo abending during their threading in which reliably and effectivelyprevents the spokes from twisting in the spoke holes during operation sothat even conventional, respectively round, spokes can be employed. Incontrast thereto, the prior art makes use of, for example,polygonal-shaped spokes in order to prevent a twisting or evendisengaging of the spokes.

Another particular advantage of this alignment of bores or holes 416 bwith respect to hub axis 58, is that the spokes can even be subject tobending during their assembly and as a result a tension is created inthe spoke which prevents same from twisting in the holes.

Three spokes are employed per hub side, respectively hub flange in theembodiment as depicted, however up to 50 spokes can be utilized as well.

The right hub flange 414 a is arranged on the right side of the hub andlikewise has holes for spokes 416 a. The right side of the hub housingterminates in a hub end element 420, sometimes also called a pushbutton. Said hub end element 420 is preferably made of aluminum andbolted onto the axle.

What is claimed is:
 1. Transportation device for bodies, having at leastone frame; at least one receiving means for receiving a body, wherebysaid receiving means supported against said frame; at least two wheelsarranged at least intermittently movable relative to said frame, wherebya hub is arranged on at least one of said wheels in an essentiallyradially inner situated area which is at least intermittently movablerelative said frame; at least one axle extending essentiallyconcentrically about a central axis and arranged at least partly withinsaid hub, whereby said hub is at least partly arranged essentiallyconcentrically about said axle; a respective at least one tire extendingcircumferentially about each respective one wheel, whereby at least oneof said tires has an elasticity; at least one braking means; at leastone switching means for the receiving of a signal by means of which abraking process is triggered; whereby the braking force of said brakingmeans is essentially independent of the elasticity of the tires; whereinsaid braking means comprises at least one locking brake means; whereinsaid braking means comprises at least a first contact surface area atleast intermittently essentially non-rotatably connected with at leastone Wheel relative said central axis and at least one second contactsurface area at least intermittently essentially non-rotatably connectedwith said frame relative said central axis, whereby when said brakingmeans is in an actuated state, said areas are at least partiallyfundamentally solidly coupled with one another; wherein said firstcontact surface area is arranged on at least one first element and saidsecond contact surface area is arranged on at least one second element,which differs from said first element, whereby said first element can becoupled with said second element at least at a part of said first andsecond contact surface area by means of an essentially form-fitconnection such that said first element is essentially non-rotatablycoupled to said second element upon actuated locking brake means;wherein said contact surface areas each extend at least partially to acone-shaped surface; wherein a transfer means is provided fortransferring the signal introduced in a gearing means into a regulatedvariable for the contact surface areas; and wherein an eccentric meanshas at least one end section substantially facing said transfer meanswhich is rounded and has a hole for receiving a pin, whereby said holeis arranged asymmetrical to the end section defining longitudinal axisand at a spacing from the end which is defined by at least one distanceto the lateral boundary, whereby said distance extends perpendicular tothe longitudinal axis and to the axis of the pin so that the axialposition of one of said elements of said transfer means joining saideccentric means is adjustable from said eccentric means dependent uponthe position of said eccentric means.